System for controlling trains.



' BATBNTED .sn P'r. a, 1908,

No. 898,296,. 3 P. WINSOR' SYSTEM FOR CONTROLLING TRAINS.

APPLIOATIOI HQLID B O-ll. 2006. 6 'anmhqaur unmnns PT. No aaa,2oe P'WINSOR. P B 8,1908

SYSTEM FOR CONTROLLING TRAINS.

' memo! mm no. 1:. am.

I IIIITHIIIT 2PT. I P. wmson' unm'rsn s a, 1908 SYSTEM r03 CONTROLLING TRAINS.

. vogata):

Lfiub W TENTED SEPT. 9 No 898,298 P. WINSOR PA 8, 1 08 SYSTEM FOR CONTROLLING TRAINS. AIHOATIOIHLIDAULH,1305.

6 lIBB'l'l-EIEBT 4.

'PATENTBDSEPT. ,1 o 110898.290 I P WINSOR' a 9 e sYs'rBu FOR CONTROLLING TRAINS.

APHJOA'I'IOI "LID 190.", "05.

.oaueee a in two partl maby presenting an engage- .thetri lignal vermin smq gaj grnm OFFICE.

PAUL N808, OF WIBTON, MASSACHUSETTS, ABBIGNOR TO THE UNION SWITCH AND SIGNAL (DXPANY, OI I WIBSVALE, PENNSYLVANIA, A OORPOBATlON OI PENNSYLVANIA.

"pm '0'- oolmnmo name.

Weston, county of Middleeex and State of Hanaehueette, have invented an improvement in Syateme for Controlling Trams, of

which the following deecription, in connection with the accompanying drawioge, ie a apecifleation, like le tere on the drawings re reeen like rte.

q'he in mtion to a system for contn the running of Ollllhll trains of cars on re ways, and ie especially ada ted for uae on railway ayaterne employing e ectricit as the motor power and provided with a b ock nor to this invention atod railway me had heen provided with a biock ayatem and wit a ayntem of automatic atope, the tri of which are employed to engage a evice carried by a ear-,ordevieeeoarriad by all theean of a tram to act the brekea on a car ortrain, if it attmpted to run by a signal act against the car or train. Thie arrangement has the objection that cona'iderable time is loet in the running of the care or trains owing to the fact that the ear or train waiting to enter a block cannot enter the block until the mal ahowa"'clcar, and the hi al cannot a ow clear" until a train alre y in the block has paeeedoutofit.

An ob'ect of the preeent invention is to permit 0 a car or'tram ing a danger signal and the trip-arm an-automat c stop electrically operad eoent thereto without bein etc b l in i: ne 1 trip-arm of t automatic sto provided theoarortralnian oving'ataaowrateof a It will he understood that a car or u: deals at. a train, device ap to trip-arm t automatic ment only oecura when the said device am trip-arm occupiee certain relative pol'tione.

In carrying out the above atatod ohjeet'o! theinv ention, I vide means which when thetrainiarno ata'alowrateofs position of one the ment between the device pad the trip-arm.

In U provieion ie made for controlling pol'tion of the trip-am: ot the automatic and erebl control! to with t trip-arm 'I lpedfleattonollietteraratent. lppleatieafleilegutmlle. lllallamlle.

Patonted'lept. 8, 1900.

With thiq arrangement the trip-arm can be retained inoperative by a train moving at a alow rate of s to permit the train to enter a block eection, notwithstanding the aignal foraaid block section is in its danger ition. Provision may and prcfcrably wil also be made so that the automatic atop may boronderedoperative to absolutely stop a train in one block and prevent it entering a sccond block, when the latter is occupied, ea will be deecribed. 5

These and other features of this invention will he pointed out in the claims at the end of 4 this specification.

Figure l is a diagrammatic viewoi a sulli-- oient portion of a railway ayatem emhodyin this invention to flilblt it to be undcratom the signal niechanimnu being in the position the occupy when the truck is clear. Fig. 2, a li e yicw with some of the signals in their danger ition, and 1*" 3, 4 and 5 diagrams 0 circuits to he re errcd'to, and a detail on an enlarged scale to be referred to. The invention whilc applicable to steam operated railroads iaparticularly adapted for use on electrically operated roads, and in the present inatance,l have chosen to illustrateits ap lication to an elcclrically operated road. n accordance with this 'invention, the automatic atop is controlled separately from the block signal, so that the stop may not interfere with the progress of the tram under certain conditions as will he ileucribed. For

this purpose,-a nhort block section is eniplayed with each rcgnlar hloclr section, and connected with it a translating device, which may be itrclav or onc or morcmugnets,

which, for imkc of ixti'nctiun. may ho deaig- InFig. 1,4, 5, repvrcscnl lhc rails of n'lrmk,

which I eubdivided inlo block scctions its bymeulatron e. Inthc present inalmu'mlhc full I ie represented m a continuous rail and b a sectional rail forming long'or regular hlock eletiona'l 3, 5, etc, and xhort block sections 2, 4, etc. interposed between the said lon eectiona; The continuous rail 0 forms part 0 a eigneling circuit provided with a current generator f having one brush 9 connected u invention, and further as its with the rail a and the other brush It connected with the line wire 5. The regular bloc-k sections 1, 3, 5, etc. have cooperating with them block argnalnwluch may be aim asuitableordained are repressn as some ores operv tivaly connected by blink l, lever in totheplstellrodpota istontnetahewn), whichia located in a cyfindsr (not drown), 1e butpmchwzgm cenatnieft'ieaand s sup wt pro-tire s mam new w e W a brush r p a ingtoavalyechsat whichcommumcataa with the cylinder referred to, and contains a valve (not shown), which is canted by an electro-rngnat 1', which may ted the aipal'magnet. The regular bl sections 1, 3, 5,atc. also have cooperating with than an automatic step, which maybe 9 any usual or dsstredconstruction andconsista of a trip arm or lever 10, which is joined to the ten rod 12 of a piston (not shown) but which is located in a cylinder 14 sup lied with air from the sup ly pi e throu the valve chest 15 and c pipe 16. The supply of air to the cylinder 14 is controlled by a valve, not shown, but which is located inthevalveehest lSandiso ratedbyan eleetroinagnet 17, which may designated the stop magnet.

The mechanical construction of the signal mechanical-and cf the stop mechanism, is

'well and need not be a ifically described as it forms no part of t e present tion is well understood. It may be no however, that in the system herein shown, the block signal is moved trern its clear or safety position ahownin Fig. 1 into its danger position shown in Fig. 2 by gravity and is returned to the safety position by the air treasure moving the iston attached to the r n. it me also be noted, that the trip-arm 10 is mover into its inclined or inoperativzposition shown in Fig.

1, by the air pressure mitted into the cylinder l4, and is moved intovits upright or operative position shown in Fig. 2 by a suitable aprin not shown, but whic is located in the cylin or it.

For a better understanding of the inventies, I have represented the signal mechanism and the stop mechanism for twolong or regular block sections 3, 5 of the track, both v mechanisms being shown in their clear or safety positions in Fig. 1 while in Fig. 2, the

block signals are shown in their danger position, andthe trip-arm 10 of the automatic ate for section 3 in its inoperative position w the trip-arm 10'of the automatic stop so for section 6, in its operative position.

From the above description, it will be seen that the stop mechanism is controlled in its operation independently of the'block signal t is operation of the former belli'fi control] by the magnet 17, and that of The electro c latter by the ma et r. The signal m ct r may be control ed by a relay include in the track circuit oi a regular or long block section and com nsmgas shown an electromagnet 20 and a t 21 which is iveted to 10 aw igg between m lea of the liiagnet 20. t is connected by the mflfittotrscl: rails 32 Mm Figs. at? g).

magne is connec wire stop 25 and by wire 26 t o n W hne wire 1. The magnet 20 is prowith an armature 37, connected by a link 28 with a lever 29, winch cooperates with the back sin 26 and witha necond hack ate-30, whic latter is connected by wire 31 so wi one end of coil of the magnet 1-, the other end oi said coil being connected by wire 32 with the track rail 0. The circuit of the electron: et 20 is controlled by a contact member 1 (see Fig. 6) carried by the armsso ture 33 0! an electromagnet or rcla 34 connected in circuit with a short bloc section. The contact member 133 is joined by wire 134 with the signal wire 1', and cut) rates with a front stop 35, which is joined iy wire so 36 to the rail 6 of a lon or ular block section. The magnetorr ay34isconnected by wire 37 to the rail b of a short block, and is connected by wire 38 to the rail a. The short block section is connected with the signal so wirei by wire 138. It will thus be seen that when the electromagnet=34 is energized, its armature 33 is attracted and closes the circuit of the signal track relay 201.- the preceding long or regular block, which circuit is we opened when the relay 34 for the next aucceeding short block is deenergized as will be described. The relay 34 may be designated the short block relay. For a better understanding of the invention, these circuits will 10. now be traced in Fig.

The circuit of the relay 34 may be traced its iollows2-from the gcnerntorfhy brush it to wire 1', thence by wire 138, rail b of block 2, wire 37, magnet 34, wire 38, rail 6 and brush in g to generator f.

The circuit of the relay 20 for the long block 3 is as follower-from the )msitive pole of thesi 'nal generatorfby brush t to tliesignal' wire 'i t iencc by wire 134 to contact member 111 ms m relay at for the short block 4, thence bv back stop 35 and wire id to rail I) of long block section 3, thence hv wire 23 to relay 20, thence b wire22 to rail (1 and back to generator y brush 9. 12

The circuit of the signal magnet 1' for block section 3 may be traced as follower-from generator by brush to signal wire a, thence r y wire -6 to polarized magnet 21 of the track relay, thence by wire 24 to back stop 12 25, thence by lever 29, back stop 30 and wire 31 to magnet r, thence by wire 32 to a and back togenerator f by brush It will thus be seen that when the track is clear, the relays 34, 20 are energized, and the -1:1

eeeme 0 aignal magnet r ie alaoenergized thereby throu the al rfiaechania m abovaeddeaori ,maintammg' t ai .iinita et orclearpoeitionahownin l. Theaign rnechaniarn a circuit controller which including the atop m t 7. In the ent inatance, I have a wn one form cancuit controller cooperating with contact member-a or terminala 41, 42, preferably a ring fingem-between which the member ll iorced when the track eignal-ia in ita clear poeition aa ahown in Fig. l. The contact member, conneatedbywireflwiththeaignalwiret and the contact member" 42'ia connec I byuwire 44 with the atop magnet 17-, w 'ch ia alao connected by wire 45 ith the rail 4. It will thue be aeen, thatw en the track al 7' ie in' ite clear or aatety poaition, a circuit tor the atcp magnet 17 la polrlnpletod which may be traced iii-Fig. 3 aa 0 O": bruah ltto wire t, thence by wire 43 to contact men: 41, thence by the member to the contact member 42 and by wire 44 to the etc? 17, thence b wire to rail 4, an ham ,7 to ggisratlpr The atop magnetiatueenergw ,tere o the-valve controlled'by it, ao ae to a dmi fluid preaeure into the cylinder 14 and move the trip-arm- 10 into its inclined or inoperative poeition ahown ih'Fig. 1.

Aaeume now that a train entera a regular block e'eotion, ae for instance the block aeotion 3. In this case, the track relay 20 for the block aection 3 in ehort circuited, thereby d energizing it and causing the circuit of the an mal magnet r to be opened between the lever 29 and the bacloetop 30, time operating the valve controlled by the signal magnet r and permittin the-nignal j to be moved by i revitytoite an or eitionahovminFi .2.

I ii? to movement 0 t I iston of the it, moves the latter into t e 'tion ahown in Fig. 2, thereby removing t e contact mem-' ber 40 rrom en agement with the spring fingera 41, 42 am opening the circuit of tho atop magnet 17, which immediately operates the valve controlled by it and per-mite tho trip-arm 10 to be moved by ite apring into ita vertical oroperative poaition ahown in Fig. 2. It willthua bo neon that a time far tieacribod, aa lon an the'track-rcla 20 remains short circui the track sign romaine at danger, and the trip-arm 10 re retained in its elevated or o ratlve poeition.

To enable t e automatic atop to be placed aubetantially at the entrance endof a block section and not interiere with the of a train from one block to the other, the

thereby decreaai'ngthe minimum tween I a ahorzt block aection referred to controla an'd operatea verna a circuit which oonaiate of a contact member 40 attached to the piatonrod a and,

member .48 'e back atop 49, wiree 50; 44 to magnet I m the ai'gnal -generator f by operative A block ie-ahort-circiuted an ita trip-arm be in'iteoperative ma ls th magnet 17, so that the latter ma be energiaed, even though the circuit 0 the atop magnet which'ia under control of the dinger al, in open.

e aeeond circuit referred to include! a contact member- 48 carried by the armature 33 of. the relay 34, which cooperatel with a back atop 49 connected by wire 50 the wire 44. The.contact-rnemher 48-I eeIanetted b wire bl to the a al'iine wire i. It'wili ua be'aeen' that w en the contact agea ita bech ato aeoond circuit or the atop magne ia cloned a PE 4 in connection with the relayufor the ort blockZ, which circuit may be' traoedaa' followaz-fmm the nerat'orf by brush Ito ei attired thence y wire 51' to contact merrfi er 48, tbbnce b thence by wire'tfi to rail 4 and brush; generator I.

The cloaure of the aecond circuit f r the atop magnet, ia elected by a train on a abort block aa 2 and short circuiting therelay 34, which enablee thetrip-arm 10 of automatic atop to be maintained in ita inoperative poeition, notwithatanding that the track aignal 1' ie set at-dan r. p

The eyatem ae thua far eecribed enahlea the automatic atop to beplaced at the end of the block and yet permit a train to from eaid blocir aignal for the succeeding b ock shown a clear track, without being automatically stopped, ront that]? without tripping itsclf' by the end 0 the train auto 11;; the succeeding block and setting the track signal to danger. The system as thus far described aleoenablce aeuccccd ng train to outer u block section though tho mgnnl thcrcfor be not to danautomatic atop acts to not thc brakce be-- fore said trip-arm'lO has been moved to its inoperative position by the ehort cin-uitimr of the atop rcley. If the succeeding train however hccdu the danger aignal and slow down to such a rate of npced as to enable the onginoer to moon! with caution, opportunity is nil'urdot the stop to bo'movcd into ita iiipositiomtor as soon no the train enters the uhort'hloclt the role. for the short denergiaed, ereby cleeing the aecond circuit for the atop magnet, which bec mes energized and operatea the valve controlled by i t to client to a eucceedin blockmn' the fir. The eyutmn it?! thus for described may the .iormstanceby by prevent the latter being one 4 sss,see

movement of the t ip-arm 10 from its operative to its ino rative position and thus permit the secon train to proceed with caution.

Provision may be made iorregulating the time required for the trip-arm 10 to be moved from its operative position into its inoperative position, so that if desired, the step may be moved rapidly or may he moved more or less slowly, thereby determining the s Y-d at which a train may enter an occupied b ock without being trip{ped or stopped. This refiilation raay be e ected either lit the stop re y or in the automatic stop mechanism, as a dash t or otherwise, or :3 the length 0 the short block or Another feature of the present invention consists in absolutely preventing a second train from entering a succeeding block section while the latter is occupied, which is es desirable on systems employing re tively short block sections, such for instance as electrically operated roads, and

articularly those employed in cities. For his urpose, a second magnet or relay 60 is em which cooperates with the armsture 33 for the short block magnet or relay 34 and which may be termed the holding magnet, as its function is to keep open the second circuit for the stop magnet, and thereaed by the entrance of a train in the short loclc. The

circuit of t e hold that with the track holding et 60 is controlled b the track is closed when the track signal is in its danposition and the stop relay is energized. e

circuit controller for the holding magnet 60 governed by the track signal comprises as herein shown two spring fingers or members 61, 62, with which cooperates the contact member 40 on the piston rod n. The spring filnger 61 is connected by wire 63 with one e of the coil of the holding magnet 60, .the other end oi'which coil is connected by wire 64 with the rail a. The other s ring finger 62 is connected by wire 65 with a not stop 66 for the contact member 48 secured to the armature 33 of the short block rela When the stop relay is energised and t e track all is in its danger position as represen in ig. 5 the contact member 40 enthe a ring iingers 61, 62 and closes the at 6Q, which circuitmay be traced in F 5 as follows:-- from the generator f by rush h to signal,

wire 1', thence by wire 51 to contact membert 48, thence by front stop 66, wire 65 to spring r 2:, t once by contafitlzlnember 40, s ger 61 wire 63 to 0 ing magnet more by wire 64, rail 0, and brush 9, backto generator, It will thus be seen al 7' in its danger position and the short b ock relay 34 energ sed,

the holdingmagnet 60 is energized, and the circuit for the stop magnet 17 governed by the armature 33 of the -short block relay is maintained 0 ncd, irrespective of the subsequent condition of the short block relay; that is, after the circuit for the holding magnet60 is established, the entrance of a train into the short block section, while itdenergizes the short block relay 84, does not ellect the closing of the circuit of the stop magnet 17, because the armature 33 of the relay 34 is held by the magnet 60 injts attracted position, consequently the stop magnet 17 is not energized and the trip arm 10 remains in its upright or operative position and sto the train, which cannot proceed until the anger signal 3 goes to its safety or clear item shown in Fig. l, whereupon the circuit of the holding magnet is opened at the circuit controller governed by the track signal, and the circuit of the stop magnet is closed at the circuit controller governed by the track si al, which energiaes the-stop magnet and e ects movement of the trip-arm 10 of the automatic stop into its inoperative ition.

" The system provided with the holding magnet may be designated as the nompermissive system, inasmuch as permission to enter a regular block section with the track signal at danger is denied the operator of the train.

The operation of both the permissive and non-permissive systems may be briefly described as follows. Assume that the track is clear. In this case, the signal system is in the condition represented in Fig. 1, the track signal 1', and the trip amt it) of the automatic stop being in their inclined positions, the track relay 20 and the stop magnet 17 being energized. Assume that a train enters the short block marked 2; In this case the short block relay 34 is deenergiaed and its armature is retracted, and closes the second circuit for the stop m et 17 between the contact member 48 an the back stop 49, thereby supplying current tothe stop mugnct, and maintaining the tri arm 10 of the automatic stop in its incline or inoperative osition and pennitting the train to enter the ong or regular block marked 3. When the magnet r for the block. section marked 3.

ill

The track signal 1' for the block section 3 is I moved into its danger position shown in Fig.

2, thereby opening the first circuit of the stop magnet between the contact members 40, 41, 42. The stop magnet, however, is not deene ir-ed, because its second circuit'is closed by t e armature 33 of the.short block relay '1! ile the train is. passing-from the short block 2 onto the sucoeedi block 3.

ssa,ses

soon aa.t he train haepassed from the short block 2, its relay 34 is energised, which ittracts its armature and o no the second citctut of the stop magnet l as shown in Fig. 5, a and as its first circuit is oplened between the contact members 41, 42, e stop magnet 17 connected with the short block 2 is deenergrsed and the tripoarm of the automatic stop is moved in its upright or operative position. Suppose that a second train a proaches the signal 1' for block 3 under these conditions with the system not rovided with the holdmg'msgnet 60. In t is case, the train on its entrance into the short block as 2, short circuits the relay 34, whose armature ll retracted and again closes-the second circurt of the atop m which causes the trig-arm 10 to asaurneits inclined or safety position, thereby rrmtti the train to enter the block 3 no withstan ing that the signal for said block is set at danger, providing, however, that the ap ecd of t e train is not suificient to carry it over the short block 2 before the tnp-arm 10 has had time to be returned to its safety position. If the s of the train is excessive, suilicient time or the trip arm to be returned to its safety 'tion may not elapse, and in this case the rip-arm would operate to atop the train. If however the train approaches with caution the signal set agau nt it, sudicicnt time will have elapsed to permit the trip-arm to be mpvcd into its safety position. This condition is re resented y the trip-arm 10 for section in Fig. 2. Y'Assumc however that the signal aftem is provided with the holding magnet in this case, the second train ap roaching the signal act at dan er for bloc 3, enters the short block 2 an deenergizes the re lay 34, but the atop magnet is not energized because of the holding magnet maintarni its armature in its attracted position, an co usntly the trip arm 10 rsmamsin its opera vs position and stops the train.

While I may prefer to use the holding magnet, I do not,desirs to limit the invention in th'u respect. I have hereinshown one embodiment of my invention, but I do not desire to limit the same to the particular arrangement herein shown.

I have not deemed it necessary to -illus-- trate a car or train carryirg a device or apparatus tobe engaged by e trip-arm- 10 to applythe brakes or otherwise stopithe car or train. Such devids are well known in the art! The usually comprise an arm which is connected with a valve, the valve being located in the train pipe or 'a branch thereof. .When the arm'ucngaged bythe trip-arm 10, so the valve is moved to vent the tram pipe to the atmosphere, and thereby through the brake a tem of the car or train automatically applgt ried y the car or train, when moved, may as be made to control the motive power.

e brakes. If desired, the device carhi I have herein the invention as embodying a device which automatically sets the brakes on the carsand stopsths train, but I do notdesirc to limit the invention in 1 this respect, for instead of the tri arm 10, re any other form of device or may be used to offer an obstruction to the passage of the tram, such, for instance, as an arm which, in its operative position is extended into the path of movement of the train so as 78 to be engaged thereby, and if the train procoeds, to cause the arrnto be broken or to damage some part of the train so as to put distinctly on record the fact that the engineer has disobeyed the signal. so

The rela 20 governing the signal magnet Y rmay be c any usual construction and in the present instance a larlssd relay 2! is shown which is employ when the automatic stop system is used on electric railways, as represented herein, but on other railway systents the polarised relay 21 is not required. The polarised relay 21 is employed to prevent the power current from b up as it is technically called, and operating t e signal magnet r. In the absence of the faulty power current, the signal magnet r is controlled by the rclay 20, which operates in the usual and well-known manner, and insemuch as the polarised relay 21 is, not essen tial to the operation of the resent invention, which relates to the contro of the automatic stop, it is not deemed necessary to more-fully describe the action of thepolsrined relay 2].

Claims.

l. The combination with a track provided with substantially-long and substantially short block sections, of a track signal, a magnet controlling the 0 tion of said signal, a rela connected wit a substantially lon bloc section and governing the operation 0 said signal magnet an automatic stop, a m not controlling the operation of and stop, a re ay connected with a su {short block, an armature for said short bloc relay governing the o ration of said stop magnet, v a circuit contro er govern the operation of said stop m ct and itscf governed by said track sign a holding magnet cooperating with said armature and a circuit controller governed by said track signal and contro said holding magnet, substantially as escribcd.

2. The combination with a track provided with substant' y long and substantially short block sections, of a track srgnal, a magnet controlling the operation of said signal, a rela connected with a substantially lo bloclr section and governing the operation 0 said signal magnet an automatic stop, a ma ct controlhng the operation of and stop, a -re ay connected with a substantial] short ock, an armature for said short bloc relay governing the operation of said stop magnet,

and a circuit controller governing the oper- .oonnectcd w 3. The combination with a track provided with substantially long and substantially short block sections, a track signal 0 r-v atively connected witha substantially ong block section snmut-omanc stopoperatively ith a short block section, an electro-mag'nct governing the oierntiou of said stop, and a circuit control or for said electro-ma not governed by the track signal, substantia y as described.

4. The combination with a track provided with substantially long and substantially short block sections a track signal for along block section, an ei the action of said track signal, a relay connected with along block section and controlling the action of said electroma et, an automatic stop, a m et contro ing the action of said stop, a re ay connected with a abort block section for controlling the circuit of said stop magnet. 'acircuit controller for said stop magnet govemcd by said relay, and a second circuit controller for said stop magnet governed by the track signal, substantially as described.

5. The combination with a track provided with substantially long and substantially short block sections a track signal for a long block section, an e cctromagnet controlling the action of said track signal, a relay connected with a long block section and controlling the action of said electrom et, an automatic stop, a magnet contro ing the action of said stop, a i'elay connected with a short block section for controlling the circuit of said stop magnet, a circuit controller for said stop magnet govemed by said relay, a second circuit controller for said sto magnet governed by the track si nal, a hOlt ing magnet cooperating with tie circuit controller governed by the stop relay to maintain the said circuit controller in its open position when the stop relay is deenergized, substantially as described,

6. The combination with a track provided with substantially long and substantially short block sections, a track signal for a long block section, a magnet controlling the op eration of said track signal, a relay governing the operation of said m st and connested in circuit with the long lock section, an automatic stop, a magnet controlling the operation of said stop, a relay governing the OXQIIHOD of said m et and connected with t a short block section, a circuit controller for the stop magnet governed by said stop relay, a circuit contro ler connected with the said stop In st and governed by the track signal, a ho ding magnet coo crating with the circuit controller germ-m d by the, stop relay, and a circuit cont roller for said holding ectromagnet controlling magnet verned b the track si al, substantiallg as dcscribid. g I

7. The combination with a track provided with block sections, of a track signs cooperating with one of said block sections, an automatic stop cooperating with a block section, a relay connected in circuit with a block section am track signal. and a second relay connected with o block s'clion and contro ling the o eration of the automatic stop, substantial y on described.

X. The combination with a track having block sections, of a track si nal cooperating with a block section of said matic stop cooperating with a block section, and means to operate saidstop independently of said track signal, said means hav ing provision for permitting said stop to be moved into its safety position when said track si nal is in its danger position, sub;

stantial y as deecribcd.

9. The combination with a track having block sections, of a track signal cooperating with a block section of said track, an nutomatic stop cooperating with a block section, means to operate said stop independently of said track signal, said means having provision for permitting said stop to. be moved into its safety position when said track signal is in its danger position, and means for revcnting said stop being moved into its sai ety position when said track signal is in its danger oaition, substantially as described.

10. 'l e combination with a track having block sections, of a track signal cooperating with a block section, means rendered active when the block section is occupied to move said track signal to its danger position, an automatic stop cooperating with a block section of the track and normally in its safety position to iormit the passage of a train om one bock section into asuccecding block section, and means controlled by said .track si al for maintainingthe automatic stop in its safety position when said track signal is in its safety position, substantially as described.

H. The combination with a track having block sections, of a track signal cooperating with a block section, means rendered active when the block section is occupied to move said track signal to its danger position, on automatic stop cooperating with a block section of the track and normally in its safety Position to pomiit the passage of o train controlling the operation of the track, an autorom one block section into n surccedin" block section, menus controlled by snid trot-it signal for maintaining the automatic rain) in its safety position hon -said track signal lr in its nafot position. and means rendered cll'cctive by entrance of n train in the block section with which the stop cm'iperntes, to maintain the said stop in its safety nmition block sections, a track in cooperating with a block section, means rendered active block section is occupied to move sa'sdtrabk signal toita danger position, an

tion 9f the track and normally in its safety ggaxtionto 'tthepasaage ofatrain m one book section into a succeed block section, means controlled by said tr signal for maintaining the automatic stop in its safety position when said track signal lain its safety position, means rendered eflective by entrance of a trainin the block section with which the stop cooperates, to'maintain the said sto its saiety position when the track sign is in its danger; position, and means for maintaining the automatic stop in its d r position and preventing it bei moved mio its safety position when the trac signal is in its danger position, substantially as described.

13. The combination with a track provided with substantially-long and substantially short-block sections, a track aifirlial operatlvelyconnected with.a substanti y long block to be moved to its d r position by the entrance of a train in sair block, and an automatic stop operatively connected with a short block section and rendered inoperative to ate a tram by entrance of said train in said-s ort block, and rendered operative to 31mins b w stop a second train entering said short block while the succeeding block is occupied, substantlall as described.

14. combination with a track pro- .vided wi block sections, an automatic stop eperativaly connected with a block section, and means to render :aid falufom'atic etc inoperatn 'vdtosto a t sin m seeing m one block hectiori to a succeedir ig blocksection when tl18 latter block s occupied and to render said automatic stop operative to etc a sec nd train entering and succeeding bloc when the latter is occupied.

15; 'lhe-cmb' ation with a track pro- I k sections, of a track signal with one of and block sections, a relay eonnected'in circuit with a block section and controlling the operation of the track ,adevicetoenga ethetrain, and a seco relay connected mt a block section and controlling the operation of said device,

described substantially as each 16. The combination-with a series of block sections of a railway, cl an automatically train-atop com using a trip arm for och-section, two circuits for each train-stop either of which when closed prevents the trip arm from be: moved to its operative position, one of sai c rcu ts being opened by the passage of a tram into-a blocksection'ior'whioh the-std is mvided and mass: as time gelng eloeed b the en .0 will a block sect'on ah d f m for etc is 1 a o the one provided. 17. Theccmbinationwi aseries of blocksections of a railway, of an automaticall ac train-Ito corn riai a tri and or automatic flop cooperating with a block secns p lock-section, an. two circuits for each train-stop either of which when closed prevents the trip arm from bei moved to its operative position, one of aai circuits being 0 ned by the passage of a train into a b och-section for which the stop is provided and the other 0 said circuits being closed b the entry ofatrain into the block-section ead of that for which the stop is rovided and being opened by the assage o the said train out o the said bloc -section.

, 18. The combination with aseries of block sections of a railway, of an automaticallyacting train-stop comprising a trip arm for each block section, two circuits for each train stop either of which when closed prevents thc'trip arm from bei moved to its operative position, one of sai circuits being opened by the p e of a train into him b och-section for whio the stop is provided, and the other'ot s'aid circuits being closed by the entry of a train into theblock succeeding that for which the stop-is provided, and a source of current supply for the said circuits.

1!). The combination with aseries of blocksoctions of a railway, of an automaticallyactin' train-stop comprising a trip arm for each blockeoction, and two circuits for each train-stop either of which when closed prevents the trip arm, from bein moved to its operative position, one of sai circuits being 0 ned by the pass e of a train into the biiSck-section for whic the stop is provided and being closed by the p e of the said train out of the said succecdm tion, the other of said circuits ing closed by the entr of a train into a block-section precedin t e one for which the stop is provided, t e aforesaid automatically-acting train-stop bem so located relatively to the entrance end 0 the block-section for which it is provided that a car moving sw ftly towards the train-stop will be sto pod by ongsgement with the-trip arm be arc the trip arm has time to move to'its inoperative position, ends car moving slowly towards the said train-stop will cause the trip arm thereof and means operated w on the'trsin is traveling at s low rate of spend for causing a. change block-eeoin the relative positions of the deviee and eated along the tra kway having an operatrip-m'm to prevent an operation of the detive and an inn wrntive position and adapted viee. to engage the eviee when the tri arm is in 21. The combination with I. trip-rm loits operative position and at. suci timol'to ented along the line of way and hiwinp an stop the ear and means for causing thgtxipoperative and an inoperative position, a i arm to he moved to its inoperative 'tion, train stopping device carried by car and which means are aetuated, when t. e car is adapted to be operlted by said trip-arm 1 moving at it slow rate of speed toward the when in its operative position, and means 1Ii)-ll!lll. eompriein a truck circuit controlled by the n testimony whereof, I hivesigned my Mpeed of t in car tor ceuaing, when the trip is i name to thiaypecitication in the preaence of in its operative poention a. fll0V t.tll('lli.0f tihe two snbseribmg witnesws'. tn arm to its mo )erative wanton t iere w Y prl t'enting an operittinn of the train -flopping 5 PAUL WIRSOR' device. 1 22. The enmhinntiun with n train stop-I ping deviee enrried hy n. em, a trip-arm lowitnesees:

.Lw. ll. tmrucmnn, J. Mrm'm'. 

